Compound internal-combustion engine.



Y s'.l A'. BREVE. K COMPOUND INTERNAL GMBUSTION ENGINE.

' 4 APIPIUATIUN'IILED JUN'B 30, 1.9.'05. '926,1 34.

fratented June 29, 1909.

V s. A. REEVE. COMPOUND INTERNAL COMBUSTION EGINB. A APPLIOATIN FILEDJUNE ao, 1905.

926,1 34, Patented Jun@ 29,1909.l

Ts-SHEET a.

el fs. A. REBVB. COMPOUND INTERNAL GOMBUSTION ENGINE. v

APPLIOATIONTILBD .T-UNB 30, 1905.

- Patnted June 29, 1.909.

, S. A, REEVE. GOMPOUNDINTERNAL GOMBUSTION ENGINE. `APPLICATIONPILBD'JUNESO, 1905. l 926, 1 34. Patented June 29, 1909.

s. A.A REEVB. Y coMPoUND INTERNAL cQMBUsTIoN ENGINE.

APPLIQATION FILED JUNE 30, 1905.

' Patented June 29, 1909.

5 SHEETS-SHEET 5.

nsrrsn OFFICE ksiDvEY A.' ruenvn, or

CoMroUNn iN'rnnN'AL-COM'BUSTION ENGINE.

vTo 'all' 'wzorn it may concern.' i i Be it knownthat I, SIDNEY' A.-Rnnvn, 'of .I'orcesteig in the .county of4 vorcester and i State ofMassachusetts, have. inventedcer- Vunder varying loads, .s stem ofregulation tain new and useful Improvernntsin- Coinpound Internal-Combustion, Engines, of'

which the followings aspecificatlon.

This invention relates toy compound intermal-combustion. engines, 4anditsl general objects arefto increase the-eciency-thereof and. theflexibility' o'f re ulation. To this end I adopt -the compoun for agreater vrange l.ofl pressures heretofore been known inthese. engines,as

vS.pe.el.cation of Lettera IQaten't. l .7, vApplication med :une30,1905..r seriaLNb. 267,718.'

type and provide f thanA has Well as certaininovel-expedients forinsurin the '.correct. proportionlng -andvregulation 0' air andfu-e1',proper'wor ng. lunder vary ing load,'and transmission ofworkingfluid rom the high-pressure motor to the motor with a .'minimumheat-lessi In order tocordinate the-'functions'of the principal ;,el'e1r1ents makngup the engine, I prefer to provides.

t e combustion-motor, ,represented in its' low-.pressure by which thepower of* dischar'ged gases, and the mechanical power Y of the10W-pressurev motor, are subjected to `a joint control,' which may takethe forxnfof .fan automatic governor responsive to the load on the-lowFessure motor, 'orto the load` on both'V motors -v irlhen the two' dr1velthe Sarne- Shaft.

My lnvention 1n' one of 1ts forrnsnnvolves the disconnection lof thelow-pressure motor lcnf'fhefspeed .o t-he IOW-pressure motor.

from the high-pressure motor so that the two may run atrelatively-varying.speeds. Such an arrangementhas advantages for certainclasses of work. It enables the'loW-pressure motor 'to` be located .atsome` distance from' thehigh-pressure motor and' to that end thereduction of the excess temperature ofthe hot gases discharged-underpressure from the*Y hi h-pressure motor, by generating steam witha'stable degree of superheat, automat'- ically maintaine is of peculiarutility, since it prevents any large loss of heat in transmissionof. theWorking iud through afconduit of considerable'length The disseveredarrangement also possesses great flexibility inrunning, for thelow-pressure motor Will call `flor greater or less erform, und theYhigh-pressure motormay be regu'-v l'ltdto 4suppl this demand7independentlly .t

uantities of fluid ac-l cording to the Work which it has to speeds.section of t el coo ingfchamber Vin the modivengine .tur-bine throttle.

' ticularly 1 .times the compressing department may fur- Dish-an excessof compressed air over what is -neededfor combustion', and I provide anar- "rangement for automatically' disposing of -such excess in`a`-usefulmanner.

- .O-f the accompanying drawings-illustrating an embodimentof I'nyinvention,-Figurel yrepresents a diagrammatic view ofthe a patrains. Y lY represents a rear elevation with 4thecooling` Fig` 2 representsaplanview.

chamber in section. Figs. 4 md5 re resent sections on .the lines {L -4:and 5-5 0 FigjQ. Fig. 6 represents a side elevation ofithe cornpresser.YFgeurepresentsa detail section of one fof' the s raying devices. Fig. 8repre# sents a side e levation partlyin section' showandlow-pres'sureengines run at independent F1 .9 re resents a view showinga WORCESTER, lvIAssAoriUsETTs, A ssrdnon` To CHARLES snows; TRUsTEE, orREADING, MASSACHUSETTS.

' ing a modification in which the high-pressurev ication and anelevationof the low-pressure which here ytakes the form' of 'a' turbine. Fig..l() re4 re'sentsl a plan view-of the modification; dig. 11 represents asection of the Fig. 12 represents a sec-- tion of one of. thepressurediaphragms- 'The same reference characters representthe sameparts in all the fr ures. Y y

yt e form' shown lin."

vReferring at rst'to' 20 indicates a shaft Figs. 1 to 7 inclusive,

having three cranks 21, 22, 23, to which are righ-pressure engine-24isff'alfrm'mo'repars described in my,Patent'No.-8`99,842, but asere-shown'i't'incI-iides a cylinder 29,'- piston 30,vadmisE|io1.'1va1ves 31 exhaust,- valves 32 andfigniters .33, the'valves, and

el. corn-g lFrom the airand gas-com ressorjsf?? 28,. the high-.pressurecylin; er '2,191 receives compressed-'phages :of alii: and gasfthrough te engine is 'rendered double-acting..

24, the low-pressure i niters being` duplicated at either end sothat vpipes 34, 35, whichffluids vbecome mixed in passing the admission-valvesandv are admitted during the, iirst portion of the work-v ing stroke iof tire piston 30. Ignition and cut-ofi occur at a predetermined pointinthe stroke, the pressure increases by explosion, and expansion ofthecharge takes place during the latter art' of the stroke.V At the end ofthe stroke t e exhaust-valve 32 o ens and the products of combustion-pass' t rough a pipe 36 in the cooling-chamber 37 and thence .into thec 'linder 38 of the low-pressure engine w ierein they perform-Work onthe piston 39 of said low-pressure engine.

Rotation of the shaft 2O lis counter-clockwise, and the.compressor-crank' 23 is set at an angle of about v4 0" behind thehigh-pressure engine crank 21m orderto properly charge thehigh'l-pressure cylinder.-

*VI have shown a modified radial valve-gear adapted to an engine Vofthis type and also to other` engines, but may use other forms oflcross-head 50 transmitted from fthe latter by a pin 51, rock-arm 52,rock-shaft 53, link 54 fast on said rock-shaft, block 55 in saidlink,

i and rod 56 extending from the block to the floatin -lever 43. Asubstantial duplicate 57 of t e floating-lever 43 receives the combinedmotion of the cross-heads and 50 by a pin 58 on the cross-head40, and alink 59 on the rock-shaft 53, whereby the igniters 33 at opposite endsof the cylinder are operated.

he lowpressure engine 2,5 may be an ordinary en ine of the steam-enginet pe,

and its distri uting-val-ve 60 is operated y a floating-lever 61receiving the combined motion ofthe two cross-heads. The motion of thelow-pressure `cross-head is trans-- mitted from rockarm 52, and that ofthe high-pressure,.vcrosshead A40 is transmitted from thepin 58 thereonby way of rock-arm V62, rock-shaft .63, link 64 fast on said rockshaft,vand a block 65 in said link connected with the floating-lever 61k by arod 66.

The aboveform of valve-gear allows for a longer or shortercu t-offaccording to the load on the engine, and lfor reversing the engine torun in either direction. The cut-off is regulated both automatically andby hand. For

automatic regulation a centrifugal governor 67 is geared'to the shaft20and through the angle of a link 68 it controls the position of aclutch-sleeve 69 splined to a screW 70. By

Vignition in the high-pressure cylinder.

valve-gear dispenses The floating-lever 43 also- Owing clutchingvthissleeve to either-one of' two oppositely-rotating gears 71,171', thescrew is rotated in one directionl or the other through y a stationary:nutV .72.F and-hence. varies the angular position of Itheflever 73attached to a i.

Through connections 75, 76, .77, this rock-shaft'-shifts the 'block inthe rock-shaft. 7 4

igniter-link,` 5.9' and varies lthe time of tlc t also' varies thetravel ofthe' admissionvalves 78 and 79 of the airand gas-compressors 27and 28. These valves are operated by a link 80, one end of which ismovedvby an eccentric '81 on the shaft 20,v and the other end by a lever 82from the cross-head 83 of the compressors. The eccentric 81 is' capableof slipping around the shaft 20 up to either one of two stops, accordingto the direction of rotationof the shaft, so that the eccentricautomatically assumes the proper position corresponding to the directionof rotation. The block 84 in link 80 is shifted by a rod 85 and rocker86 from the rock-shaft 74 under control of thegovernor. By thus varyingthe time of ignition and the intake of the.

compressors automatically in accordance with the load on the engine, theeffort ofthe engine is adapted to thel amount of the ioad. Suchvariation may also be performed by hand through a hand-lever 87 attachedto the rock-shaft 74. IA have also shown the motion of rock-shaft 7 4transmitted to the linkblock 65 for the low-pressure valve through afloating-lever 88, rod 89 and connections. Reversing is performedthrough a han d-lever `90 attached to a rock-shaft 91 and havingsuitable connections With the link-block 55 for the high-pressureadmission and exhaust valves ,andwith the link-block 65 for theylow-pressure distributing-valve.' The igniters 33 are designed tooperate substantially at dead center, but may bev moved either sidethereof lthrough the hand-lever 87. to the time required for-combustion,initia inflammation of the charge at dead center would give a maximumpressure of .explosion somewhat after dead-center, the

charge meanwhile continuing to enter. Then reversal occurs by movementof the handlever 90 thegas suction is shut off by stopvalve 92 in thegas-compressor suction pi e connected with said'hand-lever, so that t ekengine at first-operates under compressed air and later by eigplosion.The valve 92 opens on both sides f mid-gear position to permit thisaction.

Motion is taken oif from the rock-shaft 45 for a pair of Water spraypumps U3, delivering to opposite ends ofthe high-pressure cylinder v4through sprayers 94 (Figs. 1 and 7),

whereby the burned gasesl are cooled and the Water-sprays evaporated tomake steam. As theexhaust in the present invention goes into thellovwpressure cylinder the water is made useful as a heat carrier fromthe high.

sol

.49 -o v v l. l In Figs. 8 to 12 inclusive, I showr ampdl- 'cationin'which the high-pressure engine -is disconnected fro'm the loW-ressure -engine pressure cylinder, later operating as an ,ex- 'panslveWorkmgagent 1n the low-pressure cylinder. The amount of Water in A thespra s,'bei1,1g subject 'to the sainey regulation as t ecoinbustible'charge;4 is proportioned to the charge, and the resultingsteam Will be l ,superheated to a fairly constant degree.l l

an exhaust-pipe 99 leads to a feed-heater y100 for supplying thecooling-chamber 37 and the water spray pumps 93, f

In operatlon the high-pressure engine 24 takes compressed airpand gasfrom the com` pressors 27- and 28 at, a moderate pressure, say up to100lbs. p er square inch, or a higher pressure-if the engine is properlydesigned therefor, and lexp odes -the lmixture, oing Work on the shaft20 and exhausting the Aperform a large products vof combustion into thecoolingchamber 37. Here (they are quenched 1n water, andtheir high-tem`erature vheat is` changed for the more suita le large-entro y heat ofsteam', which gives amixture of wor ing ases and steam suitable f ortransmission to t e low-pressure en ine 25 and adapted to part othetotal Work therein on` shaft 20. T e steam is' preferably super-.h'eated toa moderate degree, Which-maygbe done automatically and inastable manner in its passage upwardly aroundtheputside'of the'hotexhaust-'tube 36 within the coolingchamber 37. Superheating may also beperl 'formed byfbyassing a portion of thehot scribed,y but having. its`is ton directly con-a5 necte'd'through a straightine connection withtheairand gas-compressors 2,7 Exhaust of the products of -combus-f tiony'occurs und er pressure from`e1f1gine '2"4 'through exhaust-pipe 36 tothe. cooling-chamber 37, inthe lower part of/whichethe exhaustpipe isvshown as extended in aserl'esof lateral4 gases,` unquenc ed,y over ythesurface of the ,pool zof'iwater.

and the latter is in the form o a turbine.v

24 indicates the highpressure engine .of the same general'type as theone already dethe pistons o and 28.`

open-en d'perforated branches 1'01 whereby the intermittent puffs ofgas'are afforded ready ,s collapse jun der -a moderate expansion andheadpfyvater, I

97 is the -a'tomatic"waterlevel controllen From the cooling-chamber 37the combined steam and gases' 'pass/ltli'ridiglil delivery-pipe 98 tothe low.- ressure' engine'2'5 ofit'hetur- .bine -Atype. h ef' onlyowerfcrgwm ming connection `in this' case etwejenthei hgh- A V'pressureand lowzpressnredepartments is of 'a fluid nature, an the low-pressureengine is contrasted `with the high-pressureenglne in a nearly constantspeed .k In this case I have being of' the .constant-pressure `variableY' torque typewandlalso shownashoperating at Ymi' further represented.apressure-control for:

.maintaining a substantlally constant` res-` sure in the, supplyp'ipe'of the-)tur ine'.

From the exhaust-pipe 36: ofthe high-pres sure motor a pi e 102extends-tothe lower side of the diaphragmv V103, shownin det-ail inFig'. V12;'on Whose 4upper side is the pressure of the '-atmos Vhere anda spring 10,4.. A@

rod 105extends romsaiddiaphragm to the floating-lever 106, connectedbya' rod' 107.

109 whose pistonis attached to the block 110 of the link 111 operatedyby an eccentric 112 on the lhi hressure engine shaft.- From one vsideo.thls blockconnectins extend to the'admission'andzexhaust valves 31, 32of thehigh-pressure ,engineY 24, While from the .other side of'said'iblockfconnections extend lto theigniters 33.. In this manner, by?controlling the -effort of the primary epgme 24' through diaphragm'103,-the pressure of the exhaustrfrom the high-pressure cylinder, 'andhence of the supply for the lowressureu cylinder, is lmaintainedpracticall;r constant.

, An auxiliary'link 1 transmits motion to the piston of an oil-pump 1 14adapted to furnish oil fuel instead" of,for inaddition ,to the aseousfuel,` and the block ojthis link is su 'ect to the pressure-controljustdescribed. ,his pump draws from an. oil tank 115 and deautomaticcarbureter`117 .of ordinary type such .as afloat-feed carbureter. Theexcess.

oil overflowsandre'turns to the suction side of they pump thro'ugha pipe118'. The ai'r supply for compressorv27'd'ivides andgoesV partly throughpipe 11.9 to the carbiirete'r 117, and part y through' pipe 120 direct]to Ithe high-pressure'en vine '24.l Both fof it ese y .branchplpeshave'jcoolers 121, 122, whereby Jthe compression heat Visabstracted so-as` to avoid any dangerl of prei ni'tion at'high com--fpression pressures g' alt ough yas already' stated, therfluids are keyt vapart untilj ust before ignition, so that' t e intercooling is lless.necessaryin this casethanfit would'be Where the explodingl'en-gine is'of intemal-compression ty e, like the'Otto In the case of`v burn'- ving-so dfuel Vthe gas-corrmpressor,A and.foil pum might be dispensedwlthorusedlinan iauxi iary capacity,-andfinthatcase the car- 'br'eter 1.17'Would'become a y''gas-producer f operating at. lsu'peratm'o'sphericpressure, `provided with suitable'farrangement's forl retaining thispressure during fuel feed, ashre- A-105 i vers to a reservoir l116 andthence to an :r'

n ary centrifugall shaft-governor (conventionailyV represented) actingon a throttle-valve 124 in the pipe'98 whereby the s eed of the turbineis maintained substantial y constant. This control is extended from thegovernor through a rod 125 to a valve 126 in a by-pass pipe 127 forby-passing air from the air-comressor 27 aroundtbe high-pressure en ine24 into the turbine, Where it performs wor Interposed in the pipe 12.77is a diaphragm 'ch amber 128 under a diaphragm 129 similar to thediaphragm 108 and attached'to the same rod 105. Avalve 130m pipe 127between the coml presser and the diaphragm is adjusted to an 2n openingintermediate between the maximum and minimum openings of the governorvalve 126, so that when the latter increases its opening, the pressurebelow the diaphragm will be diminished and vice versa. Therefore thespeed-governor 123 controls the pressure under the diaphragm 129 andhence (by varyingV the Aspeed of engine 24) varies the performance ofthe compressors in accoi dance with the load on the turbine 25. It'alsodiverts 'excess volumes of compressed airinto the turbine-when the loadfalls off and speed tends to increase. Y

I have further carried out the idea of adapting the f orm of compressorto the type of motor which drives it, by connectin a fan air-compressor131 (shown as a plura -stage fan) to the shaft of the turbine 25 andconnecting its delivery-pipe132 with the suction of thel reciprocatingair-compressor 27. The fan-compressor handles the initial large volumesof air and raisesthem to a moderate pressure to feed the reciprocatingcompressor whereby a portion of the dutyis removed from th(` latter orthe reciprocatlng compressor-l pressure 'is raised. ln starting theprime motor, the compressordraws air through the fan 131 While thelow-pressure motor is at rest, but any other suitable arrangement for sstarting 'may be adopted and the fan altogether omitted if desi red. The10W-pressure niotor in this dissevered arrangement may Y also,as alreadystated, be of the reciprocating type, and the automatic governing can beomitted or modified.

Broadly speaking, my invention not restricted to the use of aLenoir-type motor for tlieliigh-piessurc member, since inost if not allof the principal types'` of intermittent cylinder-:co'm'bustion motorsmay be compoundred in accordance with the principles herein disclosed. iI'Vhere`V the low-pressure motor is dissever'ed, as just described, thedevice for .evaporating Water by lcontact of the vhot gases thereiyithunder pressure, Whether by decrease in the power o two the Waterioolmethod or by pump-injection or a suitable equivalent, and automaticallymaintaining a stable degree of su )erheat in the manner which I havedescri ed or on similag.1 principles, assumes a special and usefulaspect as a transmitting expedient, for' ately long pipe it is im ortantto avoid condensation on the one iand or Vexcessivelyliigh andeasily-lost temperatures on the other. This ex edieiit makes it possibleto Voperate powerfu dissevered motors by means of 'liot gases'dischargedunder pressure from an internal-combustion motor, which I believe hasnever before been proposed.

I claim 1. In a com ound internal-combustion engine, the com ination ofan internal-cornl bustion high-pressure motorf'a low-pressure motoroperated by the pressure of the discharged gases from said high-pressuremotor,

and devices subject to a common control Afor coincidently varying theadmission" of said gases to the lowressure motor and the su'pply ofcombustib e mixture to the high-pres'- sure motor toeect a. arallelincrease and Fsaid motors. 2. compound internal-combustion enine, thecombinationrof an internal-comustion high-pressure motor adapted todischarge against a substantially back-pressure, a, loW- ressure motor,a pige connecting the or supplyingV the igh-pressiire-discharge gases tothe low-pressure motor to operate the latter, and automatic regulatingdevices governing the inlets of theres ective motors and responsive tothe load on t e lowpressure motor for jointly controlling the power ofthe motors.

3. The combination of an intermittentcombustion high-pressure motor, adisconnected low-pressure motor operated" by the Ipressure of the gasesdischarged from said igh-pressure motor, and means controlled by saidpressure for automatically regulating the speed of the'high-pressuremotor.

.4. The combination of an intermittentcombustion high-pressure motor,means for compressing air to charge said motor7 a`- variable-intake loW-ressure motor operated by the pressure of t e gases dischar ed from theiirst motor, and means controlle automatically according to the demandof the loW- pressure motor for passing' unburned compressed air from thecompressor to the lowpressure motor.h f

5. 'The combination of a high-pressure 1nrternfil-combustionreciprocating -mot0r, a

compressor to charge said motor and driven thereby, a disconnectedlow-pressure turbine motor operatedbythe gases discharged from saidlhigh-pressure motor, and a rotary fansaid device comprisin means forvaporizing com ressor '0 erated bythe turbine motor Water byeontact withthe'transm'itted 1 1ot for c arging t eiirst-said compressor. gases andstably su erheating the resulting 6. The 'nom'bination 'of anintermittentsteam by thevheat'o said ases.V 15 5 combustionhigh-pressure'motor. adapted to In testimony'whereof have afIiXed mydischarge its gases against a substantial' signature,in presence of twoWitnesses.

back-pressure, a disconnected low-,pressure A, SIDNEY A REEVE motorreceiving and driven by said gases, a; v Y pressure-transmitting-pipeeonnecting vthe Witnesses:

10 two, and adeviee for minimizing heat-loss'- JAS'. H. CHURCHILL,

` and condensation inthe transmitting pipe, v J, MURPHY.

It is hereby rnifiedwhat iniettare PatnfNo. 926,134, granted June-s,1909, upon the application of Sidney A.- Reeve, of Worester,Massachusetts, for an improve..

ment in Cox-npound Internal-Combustion Engine, an error Aappears intheprinted A specification requiriug correction, asfollowsln `line 98,pagei, thuvs'ordsubstitui-l tially "should read substantial; and thatthe said -Letters Patent' should be read ,this cerre'ctigontherein that'the same fnay conform tothe recoi-dhof thejcase in the Patent Otee. I il l signed and 'sealed this 13th day vof July, Afp., 1909.

- C. C. BILL'INGs,

[sEAn] i Acting' C'mmsmer of Patents.

said lhigh-pressure motor, and a rotary fansaid device comprisin meansfor vaporizing com ressor '0 erated bythe turbine motor Water byeontactwith the'transm'itted 1 1ot for c arging t eiirst-said compressor. gasesand stably su erheating the resulting 6. The 'nom'bination 'of anintermittentsteam by thevheat'o said ases.V 15 5 combustionhigh-pressure'motor. adapted to In testimony'whereof have afIiXed mydischarge its gases against a substantial' signature,in presence of twoWitnesses.

back-pressure, a disconnected low-,pressure A, SIDNEY A REEVE motorreceiving and driven by said gases, a; v Y pressure-transmitting-pipeeonnecting vthe Witnesses:

10 two, and adeviee for minimizing heat-loss'- JAS'. H. CHURCHILL,

` and condensation inthe transmitting pipe, v J, MURPHY.

It is hereby rnifiedwhat iniettare PatnfNo. 926,134, granted June-s,1909, upon the application of Sidney A.- Reeve, of Worester,Massachusetts, for an improve..

ment in Cox-npound Internal-Combustion Engine, an error Aappears intheprinted A specification requiriug correction, asfollowsln `line 98,pagei, thuvs'ordsubstitui-l tially "should read substantial; and thatthe said -Letters Patent' should be read ,this cerre'ctigontherein that'the same fnay conform tothe recoi-dhof thejcase in the Patent Otee. I il l signed and 'sealed this 13th day vof July, Afp., 1909.

- C. C. BILL'INGs,

[sEAn] i Acting' C'mmsmer of Patents.

Correction in ment in Compound Internal-Combustion Engine, an errorappears in the printed specification requiring correcliou, as follows:In line 98, page 4, the word tialiy'"si10uid read substantial; and thatthe Patent Ofive.

.Signed and sealed thisl 13th day of July, A. D., 1909.

[SEAL] C. C. BILLINGB,

Acting Commissioner of Patents.

